ramsey



(No Model.) 4 Sheets-Sheet -1. J. RAMSEY, Jr. 8; I. O.- WEIR. INTERLOOKING ELECTRIC RAILWAY SYSTEM.

N0."4Z9,478. Patented June 3, 1890.

(No Model.) 4 Sheets-Sheet 2.

J. RAMSEY, Jr. & F. O. WEIR. INTERLOGKING ELECTRIC RAILWAY SYSTEM.

No. 429,478. 7 Patented June 3,1890

(No Model.) 4 Sheets-Sheet 3.

J. RAMSEY, Jr. & P. C. WEIR. INTERLOGKING ELEOTRIG RAILWAY SYSTEM.

Iva 429,478. Patented June 8, 1890.

(No Model.) 4 Sheets-Sheet 4,

J. RAMSEY, J1: & P. O. WEIR. INTERLOOKING ELECTRIC RAILWAY SYSTEM.

N0.4Z9,478. PatentedJu ne3, 1890.

. switch in the system having its appropriate UNITED STATES PATENT OFFICE.

JOSEPH RAMSEY, JR, AND FREDRIC C. WEIR, OF CINCINNATI, OHIO..

INTERLOCKING ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 429,478, dated June 3, 1890.

Serial No. 304,153. (No model.)

To all whont it ntay concern.-

Be it known that we, J osEPH RAMSEY, Jr., and FREDRIC (llvElR, citizens of the United States, and residents of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Interlocking Electric-Railway Systems, of which the following is a specification.

The object of our invention is to move switch-rails upon 'the branch or main track rails or crossings by an electric motor, each motor, which is brought in or out of circuit to do its appropriate Work; second, to operate the signal for safety by another electric motor, which signal automatically returns to danger when circuit is broken.

Another object of our invention is to arrange the signal-motor circuits and the switchlnotor circuits so that the former may be controlled and operated tosafety only after the movement of the latter.

Another object of our invention is to arrange the signal-indicator circuits and the switch-motor circuits so that the latter can only be operated when the signals are at danger.

Another object is to so arrange the switchmotor circuit and the signal-motor circuit that whenever the rail-switch is moved its corresponding signal must be at danger.

Another object of our invention is to so connect a system of signal-indicator circuits, signal-motor circuits, and sWitch-rail-motor circuits that any given number of the switch and signal circuits may be locked against operation while the other circuit or circuits are being used.

Another object of our invention is to operate the several devices from a signal station or point, so that one operator may control the entire system of switches and signals.

Another object of our invention is to arrange in either or both sets of circuits to wit, the signal-motor circuit or the switch-railmotor circuitdevices so that the operator may establish the circuit-connections, which will in operating be automatically broken and the circuits outside of the signal-station auto-\ matically reestablished and set in position for another operation.

Another object of our invention is to arrange a signal-motor circuit in connection with the moving switch-rail, so that the oper ation of the latter will control the signalmotor circuit.

Figure 1 is a diagram representing the circuits and connections of the above-named systems. Fig. 2 is a perspective view of the switch-motor box and its connections, the signal-motor, and the electric switch-boxes and.

their connections. Fig. 3 is a side elevation of the automatic circuit-switch. Fig. 4. is an end elevation of the same. Fig. 5 is a diagram representing the electrical connections of the system when applied to a single track and turn-out with the circuits, the electrical motors, switches, signals, magnets, indicator, and dynamo, and their connections; Fig. 6, an elevation of the main-line switches, and Fig. 7 an elevation of a circuit-closer for the indicator-circuit.

In order to illustrate the simple use of the system, we have shown by diagram in Fig. 5 all connections of one set of signals (to wit,

the home and distant signals) and of a single track-rail switch and an indicator-circuit connected up in the preferred form for use, in which form the continuous-current dynamo is preferably used.

The signals A and A are normally at danger. Three circuits are shownto wit, a L A". Circuit a is normally established as follows: from dynamo X through line-wire A thence to (t thence to magnet a, thence by wire a to the indicator-magnet e, thence by line a to the signal-motor box A thence by line-wire a to the signal-motor box A thence by line-wire a back to the opposite pole of the dynamo X, the connection in signalboXes A and A being made by an automatic electrical switch, which will be hereinafter explained. The second circuit L is established by means of switch H, which is moved to the contact Z. Connection is established from the dynamo through the switchH by the wire L through armature 9 byfswitch 5, when moved by the operator in contact with its magnet 1, which establishes connection through the contact-pointt and magnetizes magnet 1, the current passing through said magnet, and connection will be maintained of even date herewith, Serial No. 804,151.

The third circuit is established by moving the switch-lever H to the contact-point c. This connects the signal-motor circuit by the contact 6 through line A to the point 16, where the circuit divides into two branches, in each of which is included a signal-motor boX, (A and A the current passing through said signal -motor boxes, as will hereinafter be explained; thence returning by wires A the branches which come together at point 15; thence through the automatic electrical switch-boxes K by line A back to the oppo site pole of the dynamo. It will be seen that the circuita is normally established, but it may be cut out automatically by the switch in the signal-motor boxes.

The object of the circuit a is to operate the indicator-magnet e, which, being located in the signalstatiOn, indicates the position of the signals. Another object'of said circuit is to allow the circuit L to be cut out by the operation of the signal mechanism, which will be hereinafter explained, as said circuit establishes connection of the circuit L through the armature 9 by the magnet a. It is obvious that when said circuit a is out out by the switch mechanism the circuit L will be broken by the armature 9 dropping into position shown in dotted lines. The signals are normally held to danger that is, in a horizontal position, as shown in Fig. 5. The object of the circuit A is to drive a motor and pull said signals down to safety position, these signals being weighted, so that when said circuit A is cut out they will automatically go back to danger position.

In Fig. 2 we have shown a single switch rail-motor box and the motor-connection to the switch-rails. We have shown the electrical circuit-switch box K and the connection of switch to the switch-rail, and we have shown the signal-motor box A and the motor-connection to the signal-blade, and also the electrical connections to each of the above. The electrical switch in box K is preferably constructed as shown in Figs. 3 and 4:; but other styles of construction may be used. This switch is shown as carrying a series of contact-points for establishing connections of a plurality of circuits. K represents the said switch, which may be used to make or break a single or a plurality of circuits. 18 represents a frame-piece. Q and Q represent brackets which serve as journal-bearin gs for reciprocating rod Q. This rod carriesinsnlating-piece Q which carries spring-contact straps F F F F F F F F for one or more connecting-wires A. We have shown eight, thereby allowing said switch to be used to connect eight different circuits. The contactstraps are all insulated from each other, as shown in Fig. 3 by the insulating-piece Q separating arms F from F Arm F is shown in contact with the binding-posts G, thereby establishing acircuitthrough one of said arms through F. The arms F F F F, which are placed on the same side of the insulator Qiwill also connect their respective circuits, as shown in 4. The springs V V normally hold these arms away from contact between the posts G and G In Fig. 2 we have shown the electric switchbox K as having four circuit-connections, which would correspond to the number of circuits shown in K Fig. 1, of this particular system. In some instances it is desired to close two circuits through said box K simultaneously, at the same time breaking the other two circuits, in which case the two circuits to be closed would be connected, say, through the terminals G and G-, and the other two through G and G; or, if desired, three or more may be connected, as through the terminals G G G and one or more on the opposite terminals. We have shown this electrical switch K in a signal-motor circuit or circuits and made its operation depend upon the motion of the switch-rail, which is illustrated in Fig. 2. The rod Q below the box K connects with the bellcrank lever Q. 1 represents a connecting-rod hinged to bell-crank lever Q at one end and to the rod I and this rod 1 is connected to switch-rail S. This switchrail is moved by means of the stud-pin T, working in the cam-slot of the plate F. N represents a connecting-rod hinged to said plate and to the bell-crank Q which moves switch-plate F. Now, when the bell-crank Q moves the switch-rail S up in contact with the main rail, the bell-crank lever Q has been moved in one direction, pulling the rod Q of the electric switch, say, down, bringing the lower series of arms in contact with thelower binding-posts, establishing the circuit-connection in boxK of the wires connected to said lower binding-posts. Vhen the switchrail S is moved in the opposite direction, the

1 bell-crank lever Q, pushes up the rod Q and establishes connection in the box of the wires of the upper binding-posts. If there is a breakage of the connections of the bell-crank Q to the switch-rails, the springs V V would automatically break the circuits established through the box K, holding the contact-arms midway between the two sets of bindingposts.

The operation of the signal-m otors depends upon the connections of the circuits through the box K. The preferred construction of the signal-motor apparatus is fully described and shown in an application filed of even date herewith, Serial N 0. 304,152.

The preferred construction of the switchrail-motor apparatus is fully shown and described in another accompanying application, filed of even date herewith, SerialNo. 304,151.

double-track railroad.

In the application herein we'do not limit ourselves to any particular construction of said apparatus.

In Fig. 1, as one mode of illustrating, we have shown a particular system, to wit: two main lines intersected by a branch line and cross-over with appropriate set of signals to each line, in which we desire to use foursets of signals-one set of signals for the incoming trains on the branch, another set of signals for the outgoing trains on the branch, and a set of signals for each of the main-line tracks. \Ve prefer to operate by a single source of electrical supply, such as an ordinary elec trical dynamo, each of the different circuits being arranged so as to be connected or disconnected with the dynamo automatically or by hand.

In the accompanyingdrawings, 1, 2, 3,4,a, b, c, d, e, f, g, and h .are electro-magnets in circuit, as shown.

5, 6, '7, 8, H, and H are circuit-switches.

X is a source of electricity, such as a dynamo.

The offices of the above are as follows: The electro-magnets 1 2 3 4 when magnetized hold the switch-levers 5 6 7 8, respectively, in contact with the line-circuits L L L L. The electro-magnets a Z) c d act upon their respective armatures 9, which form part of the main circuit of the switch-rail-motor circuits L L L L WVhen magnetized, their respective armatures are attracted and the circuit L, to the left of the attracted armature, is closed. As here arranged, all armatures to the right of any given switch-motor-circuit line that is to be operated must be attracted when said circuit is to be operated, else the circuit will be broken and operation be impossible. The electro-magnets e f g h are to indicate by means of their armatures the position of their respective signal-blades, whether at safety or at danger.

The above magnets, switches, and source of electricityare conveniently arranged in the station-house, and -the wires A A A A a a a a L L L L constituting a system of signal motor circuits, indicator circuits, and switch-rail-motor circuits, respectively, run from the station to the electrical switch-boxes, signal-boxes, and motor-boxes, as shown.

A A B B O ODD"' are signal-motor boxes. H M M M are switch-motor boxes.

K, K K K, and K are boxes for electrical switches controlled by the movement of the switch-rails S S S S S respectively.

B and R represent the main line of a R is a branch.

The switch-rails, as represented, are all open, and the only track passable is R The arrows show the direction of the trains on R and R On R trains move in either direction. Of the signals, A B O D are distant signals, A B C D are home-signals, and are all shown normally at danger. A and A are indices for track R, B .and B for approaching trains on track R 0 and O are indices for B when used for main-line trains. D and D are indices for R and R together for trains passing out over R The home and distant signals always have similar positions.

The switch-rail motor M is operated by establishing the circuit L, the motor M by the circuit L the motor M by the circuit L and the motor M by the circuit L Likewise the signal-motors in the boxes A and A are operated simultaneously by the establishing of the circuit A, the signals B and B by the establishing of the circuit A and the signal 0 and C are operated by establishing circuit A and signals D and D by the circuit A It is to be noted that the switch-handle H cannot pass to the right of H and carries H with it when moved tov the right, as shown in Fig. 6, so that A and A cannot be electrically connected with line J at the same time. The magnets e, f, g, and It could be dispensed with and the armatures of magnets a b c (l, which are used as circuit-breakers, could also be used as indicators. It is to be also observed that in the signal-motor circuits A A A A the motors in motor-boxes A and A are in parallel or multiple circuit, as are also those of B and B, C and C, D and D while in the signal-indicator circuits 0., a a and d the signal-box connections of A and A are in series, as are also those of B and B, C and C, D and D Fig. 2 shows in perspective a track and turn-out and the connections outside of the protecting-boxes of the rods projecting. from these boxes to the signal-blade and switch. The blade A is so weighted that its tendency is to resume the danger position when moved from it, and the overweight is great enough to overcome the friction of the moving parts, and'is only held in the safety position by the action of the current. A throwing device, which for convenience is represented by the switch-plate F, slotted, as shown in the figure, is used to transmit the motion from the rod N to the switch-rails S S. It moves in a line parallel with the track R, and its motion is controlled by the rod N and bell-crank Q which is operated by'a motor in box M. The slot drives the pin T, which is rigidly connected with the rod 1, that in turn is connected with the switchrails at S and S. Bell-crank Q is connected to switch-rail S by rods 1 and I The motion of plate F, being in a direction parallel to the track, will impart to T, and hence to I and switch-rails S and S, a motion in right angles to said line of track. This slot is so proportioned that the movement is just enough to close or open the switch-rails S and S I M is the box carrying the motor and adjunct parts for. the movement of the switch The indicator-circuits a are so controlled by the signal that they are established when the signal is at danger and cut out automatically when the signal is in any other position but danger. This we accomplish in one mode as follows:

In Fig. 7, 0 represents the connecting-rod,

hinged to the crank driven by the motor and.

to the crank-shaft at the other end, the shaft of which forms the axis for the signal-blade. O is an arm carried by the rod 0. I and l are contact-points in the circuit a". I and I are electrically connected by means of the arm 0 when the rod Ois in its uppermost position--that is, when the blade is at danger. Immediately upon thebladefallingfrom danger the contact between I and I is broken. Any well-known motor adapted to operate the crank-rod 0 may be employed in the signalboxes. The operation of this switch breaks the indicator-circuit a, and as a consequence the magnets a and e are demagnetized and the index-armature of magnet e drops, indicating that said signal is at safety, and the armature 9 likewise drops and breaks the circuit L". By this means the switch-motor circuit L is automatically broken when the bladefalls'from danger, and the said circuits have to be re-established before the switchrail can be moved by this motor. This reestablishment of the circuit is made by movingthe signal-blade to clan ger but only after this has been accomplished and when in this position can the switch-rail be moved, thus furnishing an interlocking between signal and switch. We also arrange the several systems of such circuits so that one signalcircuit or two interlock against the rest of the circuits in the system. This is accomplished by means of the electrical switch in the box K, before explained.

In the diagram in- Fig. 1 we have made one system of interlocking, connecting the parts up as follows: All the circuits from the dynamo are connected from the main-line wires 22 and 23, representing wires of different polarity. 17 18 19 2O 21 are contact-points for connecting the several circuits by means of levers II and 1-1 The circuits a a a a correspond in their function and arrangement to the circuit (t (before explained in Fig. 5,) and are so connected as to be normally established when the signal-blades are at danger, the levers H and H say, being away from their contact-points.

In order to move the signal to safety by any given one of thecircuits, the switch-rail must first be closed. For instance, say we take the signal A A. The switch S in track R is open and the signal is at danger. The switch-motorlvl' is operated by the motor-circuit I/ as follows: The switch II is moved to connection with the contact-point l9, and the lever-armature 5 is then lifted up to the contact 24:, establishing a circuit-connection through said lever-armature 5, and the magnet 1, being then magnetized, holds the lever in that position until the said circuit is broken. The armatures of a and I) being in contact, the switch-motor circuit is established through M, which closes the switch operated by said circuit. When the switch is closed, the signals can be moved from danger to safety as follows: H is moved so as to come in contact with point 20, which closes circuit A. This sets in motion the signalmotor that draws the signal from danger down to safety. This safety position is indicated by dotted lines, Fig 5, and it is held in this position so long as said circuit is maintained. We have arranged to have this motor automatically cut out and the magnet cut in at the same time; but this especial feature is made the subject-matter of another application. The circuit is broken by breaking the contact between lever II and point 20, when the signal-blade returns to danger. The indicator-circuit, in this instance a, is automatically broken by the circuit-breaker 0*, Fig. 7, when the signal-blade leaves the danger-point. As armature 9 of magnet a drops when circuit a is cut, thus breaking the circuit L, which is the switch-motor circuit, and as all the switch-motors are broken through the armatures 9, they are consequently all cut out from action. With the switch S closed and the other switches in position, as shown in the figure, both R and R are free for trains to pass over them in direction of the arrows, and the signals 0 G are capable of being thrown to safety. This we accomplish by throwing the lever I-I upon the contact-point 17. The circuit A will then be closed through the signal-motor boxes G and C through the circuit-switch box K, through the circuit-switch box K, from which the line A passes back direct to the dynamo X at 23.

I11 this interlocking system it is necessary to prevent the throwing of any signal from danger position, except when switches governing the signal are in proper position. This will be seen to be the case by following the other two signal-circuits A and A It will be seen that A is broken in box K when the switch S is in position as shown. A however, is closed in this switch-box, and is also closed in switcl1-boxK ,butis broken in switchbox K and hence neitherthe circuit A nor A can be established when switches are in position as shown. Thus in this case the main-line signals A and A and G and O can be operated for the passage of trains while the signals B and B and D and D are held at danger. Now before the circuits L L L L can be operated the signals A and A must be turned to danger, and before the circuit L can be operated the signals 0 and 0 must also be turned to danger. These are thrown to danger by breaking the connection-between J and contact-points 17 and 20 by the switchlevers H and H \Ve then have the signals all at danger, the switch S closed, and the others as represented. It is to be noted that ITO when all the signals are at danger, while the switches can be moved at pleasure, the signals cannot be set to safety except when the tracks governed by those signals are clear for the passage of a train, because the signalcircuits are controlled by the circuit-switches K K K K K operated .by the switch-rails S S S S S through the rods Q, as before explained. The signal-circuit lines A A A A are connected either at thetop' or the bottom connections of the circuit-switch -boX connections K K K K K so that any individual circuit may be closed when the switch is closed or closed when the switch is open. It will also be observed that armaturelever 5 when open forms a circuit-connection for the circuit L and lever Storms a circuitconnection for circuit L and lever 7 forms a circuit-connection for circuit L hence when any one of said armatures 5, 6, 7, or 8 is broken all of the circuits to the left are open; hence the circuit L can only be closed when the armatures 5 6 7 are down, and the circuit 1. can be closed only when the armatures 5 and 6 are dropped. L can be closed only when the armature 5 is down. Thus of the several circuits L L L L only one can be closed at the same time, and the different switch-rails must be moved serially by the closing of the circuits serially. Thus the moving of all the switch-rails, except the one whose circuit is established, is prevented fromoperation. It is obvious that, owing to the construction and arrangement of these circuits with their switches, any desired number of combinations or systems of interlocking can be obtained, having each switch-- rail governed by its particular motor and cir-.

cuit, and each signal by its particular motor and circuit, and each motor-circuit or combination of motor-circuits governed by the signal-indicator circuit or combination of signal-indicator circuits.

We have shown the system here as connected up and adapted to be used with a dynamo or other source of continuous current; but it will be obvious that the same system can be applied to the use of an alternating-current generator.

Having described our invention, what we claim is 1. The combination, with the railway switches and signals and one or more switchrail electrical motor circuits and electrical signal-motor circuits, of the electric generator X, an electric switch-rail motor, and an electric signal-motor actuated by said generator, circuit-breaking devices, and mechanism for operating the railway switches and signals with the railway switches and signals, the electric generator,

the electrical switch-rail motor and circuit, and the electrical signal motor and circuit, of an automatic circuit-breaker operated by the rail-switch to break the circuit at the end of each movement of the switch-rails and compel the signal-circuit to be lG-GSlIZtbllSlld by an operator restoring the switch rails to proper position before the signals can be moved to safety, substantially as described.

3. The combination of an electric generator, a series of electrical signal motors and circuits, a series of switch-rail electrical motors and circuits, circuit -breaking devices, magnet circuit-closers, and automatic circuit-breakers for automatically breaking said circuits at two different points, one set of circuitbreakers being automatically operated by the motor and the other set of circuit-breakers being operated by magnet mechanism, substantially as described.

4. The combination, with the railway switches and signals, an electric generator, a series of switch-rail electrical motors and circuits, and a series of electrical signal motors and circuits, of the indicator-circuits and amagnet and armature operated automatically by the signal motor, substantially as described.

5. The combination, with the railway switches and signals, of a series of electrical switch-rail motors and circuits, a series of electrical signal motors and circuits, an electric generator, circuit-breakers, and a series of magnetic switches connected in series, said magnetic switches being under the control of an operator and automatically opened by the cutting out of the switch-rail motor, substantially as described.

6. The combination, with the railwayswitches, a series of electrical switch-rail motors, anda series of circuit-breakers operated by the switch-rails, of a series of magnetic circuit-closers connected in circuit, substantially as described.

In testimony whereof We have hereunto set our hands.

WVitnesses:

T. SIMMONS, F. P. HORTON. 

